Experiences of sex workers in London

Caroline Russell: A recent research paper published in the BMJ, Effect of police enforcement and extreme social inequalities on violence and mental health among women who sell sex: findings from a cohort study in London, UK, highlighted that 42 per cent of outdoor sex workers have experienced police violence. Guidance from the National Police Chiefs’ Council says that the focus should be on the welfare of the individuals. What is your vision for the way that sex workers are treated by the Metropolitan Police Service (MPS)?

The Mayor: I understand the high level of vulnerability that comes with sex work and have, in my VAWG strategy, historically worked to help individuals exit where possible and keep safe where it is not. The MPS is planning to launch Project Evergreen to enhance their strategic response to sex work, ensuring alignment with the National Police Chief Council’s objectives around this. As a key partner, I expect to continue to work closely with the MPS to ensure that the welfare of individuals aligns with a response that tackles the harm associated with prostitution.

Independent Judge-Led Enquiry of Bus Safety Culture

Keith Prince: With at least 51 deaths resulting from preventable bus safety incidents and at least 58 bus driver deaths resulting from Covid-19 during your tenure as TfL Chair, do you accept that an independent judge-led enquiry of the safety of London’s contracted bus operation would be both timely and necessary?

The Mayor: I do not believe an independent inquiry is necessary.
The deaths of bus drivers resulting from Covid-19 and those killed or seriously injured in incidents involving buses are truly heartbreaking. As you know, Transport for London (TfL) commissioned independent research into the deaths of London bus drivers as a result of Covid-19 and into the safeguards introduced, which was undertaken by University College London’s Institute of Health Equity. This identified a number of evidence-based recommendations on what more could be done to improve bus driver safety from Covid-19, which are being adopted.
My ambitious Vision Zero approach is helping to drive down the number of people killed or seriously injured (KSIs) on London’s roads, and TfL’s Bus Safety Programme continues to target the specific areas that can make the biggest difference. Prior to the pandemic, TfL had achieved a 64 per cent reduction in people killed or seriously injured involving London buses against 2005-09 levels, and it is currently on the right trajectory to meet the overall target of a 70 per cent reduction by December 2022.

Breaches of coronavirus regulations at Downing Street

Caroline Russell: Is it your opinion that the Metropolitan Police Service (MPS) should investigate the alleged breaches of coronavirus regulations at Downing Street in December 2020 and on other occasions?

The Mayor: All operational decisions regarding investigations are the responsibility of the Commissioner of the Metropolitan Police Service (MPS).
The MPS has begun investigations into events at Downing Street and Whitehall where participants may have breached Health Protection Regulations on a number of dates.

Wandsworth One-Way system (1)

Leonie Cooper: Given the ongoing discussions with the Department of Transport, is there any news about support for changes to the one-way system?

The Mayor: Transport for London’s (TfL) discussions with the Department for Transport (DfT) remain ongoing and at this point funding support from the DfT has not been agreed on any funding support for any TfL expenditure beyond 18 February 2022.
As you may be aware, TfL also intends to bid to secure funds from the DfT’s Major Road Network (MRN) programme to help fund the project. It is important to note that the MRN funding is separate to discussions around wider Government funding support for TfL. Only once the MRN application has been submitted will TfL understand the DfT’s support for the scheme.

Station usage

Susan Hall: For each year 2015, 2016, 2017, 2018, 2019, 2020 and 2021 how many people used each tube and train station in London?

The Mayor: London Underground (LU), London Overground (LO), Docklands Light Railway (DLR) and Transport for London (TfL) Rail data is sourced from Annual Counts, which are calculated from November each year. These Annual Counts covers the total station entry and exits.
Data for 2021 is not available for all modes yet but will be available in spring 2022. LU data is available from 2015, and LO / DLR / TfL Rail from 2017, when the data series began. There have been methodological changes over the years, but the data series are broadly comparable. The latest Annual Counts data is available at: http://crowding.data.tfl.gov.uk
Stations served by different modes may appear multiple times across the tabs, as they represent different movements, and there may be overlaps.
National Rail station usage data is also available at: https://dataportal.orr.gov.uk/statistics/usage/estimates-of-station-usage.
It is worth noting that the following stations show zero entries and exits or substantially lower entries and exits than might be expected:

The Mayor: 0209 Station usage ATTACHMENT (1).xlsx

Park Lane Cycle Lane (1)

Tony Devenish: Will you commit to proper consultation, informed by design thinking, on better long-term options for safe enjoyable cycling for people of all ages, through Hyde Park, alongside Park Lane, as part of the TfL cycle network?

The Mayor: Providing improved cycling facilities through Hyde Park is the responsibility of The Royal Parks.
Transport for London (TfL) has an excellent record of working with The Royal Parks and investing in a high-quality Cycleways network through the park, including North Carriage Drive, West Carriage Drive and South Carriage Drive. These existing Cycleways allow many thousands of cyclists of all ages to get around our Capital each day safely and pleasantly.
Later this year, TfL will be considering different options for the future of the Cycleway on Park Lane. To help determine the best possible outcome, TfL is committed to engaging the public and key stakeholders on its preferred option to get views from the whole community.

Park Lane Cycle Lane (2)

Tony Devenish: What have been the average traffic speeds and air quality figures on Park Lane for every month from January 2019 to the present?

The Mayor: Transport for London (TfL) is currently collating a range of performance data, including traffic speeds as part of its monitoring and assessment of the trial scheme. TfL will be happy to share the traffic speed data with you when it is ready. Journey time data recorded from TfL’s Automatic Number Plate Recognition system shows that northbound journey times, between Park Lane (junction with Stanhope Gate) and Edgware Road (junction with Star Street), have been consistently in line with the pre-pandemic baseline.
As per my answers to Mayor’s Question 2021/1330 and MQ 2021/2190, Park Lane does not have an air quality monitor installed. Park Lane forms part of the inner ring road which marks the London Congestion Charge boundary. There are four established air quality monitoring stations on that boundary route, located at Old Street, Tower Bridge Road, Marylebone Road and Euston Road. The chart attachedshows monitored NO2 concentrations recorded at those four locations.

The Mayor: 0229.pdf

Action against mobile phones being used illegally while driving (1)

Caroline Pidgeon: It has recently been reported that a motorway camera has been installed to monitor for mobile phone use whilst driving and fine those caught breaking the law. Is TfL examining this trial and does it have any plans to roll out these cameras as part of achieving Vision Zero goals on the Transport for London Route Network?

The Mayor: Tackling mobile phone offences is a priority for the MPS Roads and Transport Policing Command and they continue to undertake on-street activity to deal with the risk this causes.
Transport for London (TfL) is monitoring the implementation of distracted driver technology closely to better understand its potential role in enforcement of mobile phone offences as well as other offences, such as undue care and attention offences in London. Early indications are positive. Given TfL’s financial situation it has no current plans to roll out this new technology which, in addition to the capital expenditure, would also require an ongoing investment in maintenance and police enforcement.
TfL and the Metropolitan Police Service (MPS) are currently focussed on investing in the capacity for the Police to take action against speeding drivers given that speed is a factor in half of all fatal collisions. This requires a significant increase in MPS staff recruitment as well as camera and back office enforcement technology. TfL and the MPS would want to ensure that the roll out of any new distracted driver technology did not adversely impact on these plans or future expansion of the safety camera network. Likewise, the effective enforcement of camera detected offences for driving whilst using a mobile is dependent on the upcoming changes to primary legislation for mobile phone offences, following the High Court ruling in the Barreto case. TfL and the MPS are keeping the situation under review.

Dulwich Village Junction LTN (3)

Nicholas Rogers: What impacts has the Dulwich Village Junction LTN had on the surrounding roads?

The Mayor: Transport for London (TfL) continues to review performance data for the A205, A215, A2199, and A2216 corridors which contain bus routes operated by TfL, with the A205 also forming part of the Transport for London Road Network. There are various influences on this data as wider travel demand and working patterns have been affected by the pandemic and other schemes progressed, including adjacent Low Traffic Neighbourhoods and the Ultra Low Emission Zone.
Southwark Council has published a monitoring report on its website detailing effects within and on some roads surrounding the scheme. TfL’s data has highlighted locations where buses have incurred delays, such as Herne Hill junction, and is working with Southwark and Lambeth councils on additional measures to improve bus passenger journey times. Generally, the road network surrounding the scheme has operated within capacity. The scheme has resulted in additional cycling trips being made across the area.

Project Shield analysis

Unmesh Desai: Has any analysis of the Project Shield pilot into safeguarding domestic abuse victims in North Yorkshire been undertaken to see whether this type of activity should be replicated in London? If so, should this type of work be rolled out in London? If not, can you please analyse this pilot scheme?

The Mayor: Project Shield’s focus on improving the service around the enforcement of non-molestation orders (NMO) is an interesting pilot and I await further details of its impact when the evaluation is published.
In 2019, the Centre for Women’s Justice brought forward a super complaint calling for changes to the enforcement of Protective Orders. A review was conducted by HMICFRS, leading to the publication of “A duty to protect: Police use of protective measures in cases involving violence against women and girls” in August 2021. The NPCC and College of Policing are now preparing force guidance on NMOs, and the MPS will liaise with HMCTS colleagues to understand how Project Shield could potentially work in London.
I have repeatedly called for a better way to manage serial perpetrators of domestic abuse and stalking and look forward to working with the government on their perpetrator strategy.

Bus Driver Fatigue and Education

Elly Baker: The August 2019 Bus Driver Fatigue Report suggests a solution regarding “Education relating to sleep and lifestyle”. Can you provide details on: what TfL and the bus operators have done to implement this solution, including whether all bus drivers have undertaken the Certificate of Professional Competence training course, ‘Destination Zero’; and whether education packages have been extended beyond drivers and delivered to the majority of people within operators such as managers and shift schedulers?

The Mayor: Please see my response to Mayor’s Questions 2022/0330 and 2022/0331 on the work Transport for London (TfL) is doing to improve drivers' health, which includes the Fatigue, Health and Wellbeing Innovation Challenge (subject to agreement from Government for long-term TfL funding) and self-service health assessment kiosks or comparable health assessments which are being trialled across the bus operating companies.
As of 16 December 2021, 11,067 drivers have completed the Certificate of Professional Competence (CPC) training course, Destination Zero and it is expected that all bus drivers will have completed the Destination Zero training by the end of 2022. This training has not been extended beyond drivers as the content is specific to drivers.
TfL has delivered Fatigue Management Awareness Training to all managers and supervisors at the London bus operating companies. This training was successfully delivered to over 1,700 delegates during 2021 to provide the information and tools that managers need to manage fatigue.

Non-crime hate incidents (1)

Neil Garratt: Do you recognise the potential for non-crime hate incidents (NCHIs) to be reported mistakenly, frivolously, or maliciously? Since reports of NCHIs can appear on Enhanced DBS checks as required for many jobs, false accusations can have serious consequences for someone’s life and career. What safeguards are in place to avoid this, both at the stage of recording the incident and of that incident later being disclosed to a potential employer such as via DBS?

The Mayor: In line with existing guidance from the College of Policing (COP), the MPS records all allegations of hate whether a criminal offence has been committed or not. An initial investigation will establish whether a criminal offence has taken place. Where there is no criminal offence, but the person reporting perceives that the incident was motivated wholly or partially by hostility, the incident will be recorded as a non-crime hate incident.
Police officers may also identify a non-crime hate incident, even where no victim or witness has done so.
People are not criminalised over non-crime incidents but recording them helps the police to build an intelligence picture regarding community tensions and the risks of incidents escalating into hate crimes.
All police information can be considered for disclosure on an Enhanced DBS check; however, it must be established that the information is relevant and that it ought to be disclosed. To meet these tests, information must be judged to be credible and serious. Non-crime information of a single origin that is not tested by a full police investigation is unlikely to be judged credible. A non-crime incident is therefore unlikely to be considered sufficiently serious to be relevant.
Following the appeal Court ruling on the Miller v College case, delivered in December 2021, the MPS are working with the NPCC and COP and await further instructions on any amendments to existing guidance.

E-scooter seizure demographics (2)

Caroline Russell: Thank you for your answer to my question 2021/2764. You stated that there is no statutory requirement for a Metropolitan Police Service (MPS) officer to record the ethnicity, gender or date of birth of an owner of an e-scooter at the point of seizure. How are you ensuring that e-scooter seizures are not carried out disproportionately?

The Mayor: The use of private e-scooter use on public roads is illegal. TfL’s policing partners will try and stop all illegal e-scooter riders where they can do so safely. As I said in my answer to 2021/2764, there is currently no way to record demographic data at the point of seizure or request it from the rider. The Metropolitan Police is now adapting its approach to enforcement against persons using an E-Scooter on London’s roads, focussing first on educating riders on the rules about where these can be ridden, unless there are aggravating factors. For repeat offending, a police officer has the discretion to seize an E-scooter, and take action such as issuing a fixed penalty and endorsing a rider’s driving licence for using an illegal, uninsured vehicle on a public road.
All actions undertaken by Metropolitan Police officers are subject to supervision by their team’s Sergeant.

Fraud (4)

Neil Garratt: What legislative changes would you like to see to help the MPS better investigate and prevent fraud?

The Mayor: The response to fraud is a national issue requiring national solutions. Action Fraud, managed by the City of London Police, is the UK’s reporting centre for fraud and cybercrime and was subject of an independent review by Sir Craig Mackey, QPM. His report clearly highlighted the need to improve the experience of victims of fraud. The MPS was not specifically included in the report’s 15 recommendations, but I fully support any action that results in a better service to victims and increased opportunities to catch criminals.
I have also called for the government to introduce a register of overseas property ownership to clampdown on London being used for international money laundering. There are fears the lack of transparency in the legal and beneficial ownership of companies and individuals who own UK property could be aiding offences such as tax evasion and money laundering, as well as hiding the assets. A register of overseas owners of UK property would enable the transparency that is essential for our law enforcement to tackle the flood of dirty money in the UK.

Open Culture (2)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution regarding “Moving away from a system which is only designed to deal with discipline”. Can you provide details on what TfL and the bus operators have done to implement this solution, including establishing a system to monitor fatigue incidents, with the ability to report a near miss due to fatigue?

The Mayor: Transport for London (TfL) has developed a Fatigue Management Programme in conjunction with the bus operators. This programme includes various training courses and activities to support and enable bus operators to affect a more open culture, encouraging open discussion with drivers. This has included the delivery of Fatigue Management Awareness Training to all managers and supervisors at the London bus operating companies, which was successfully delivered to over 1,700 delegates during 2021. The training provided information and tools managers need to promote an open and honest culture and change the types of discussions they have with drivers.
TfL is currently working with the bus operators to implement the 2021 Bus Safety Innovation Challenge, which focuses on innovations to address fatigue, health and wellbeing.
Previous Bus Safety Innovation Challenge trials have shown a trial to be an effective way to find innovative solutions to challenges and work intensively with a set of drivers and managers, with a key part of this being follow-up discussions with bus drivers to provide support and an open conversation.For example, Rest Space is a trial with Metroline, which will provide physical resting spaces, science-informed educational content, and internal communications to support the change in workplace culture to ensure employees are able to make the most of their rest time.TfL will be further building on this work across all bus operators through the fatigue detection technology project, mentioned in my response to question 2021/1583.

Open Culture (1)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution regarding “Fatigue risk management”. Can you provide details on what TfL and the bus operators have done to implement this solution?

The Mayor: As previously noted in my response to Mayor’s Question 2021/1583, Transport for London (TfL) has worked closely with bus operators. All ten bus operators have a Fatigue Risk Management System (FRMS) in place. FRMS detail how each operator will manage fatigue risk, using tools including training, roster assessment, guidance, best practice in investigation, and innovative technologies.
All workstreams in TfL’s fatigue programme aim to contribute to fatigue risk management, which is coordinated through the TfL-led Bus Operator Fatigue Working Group.

Open Culture (4)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution regarding “Openness to new technology”. Can you provide details on what TfL and the bus operators have done to implement this solution?

The Mayor: Transport for London is delivering a number of projects to support the development and trial of new technology through the Bus Safety Innovation Challenge, which has been running since 2018.
The 2021 Bus Safety Innovation Challenge focuses on fatigue, health and wellbeing, with ten innovations due to be taken forward for delivery over the coming months, including Night Club with the Liminal Space aimed at night shift workers, mental health support provided by MIND, and short videos for bus drivers from DriveTech’s Driver’s Mate, which focus on fatigue and wellbeing. These projects are all subject to funding.A project to trial fatigue detection technology on buses is also currently being developed by Transport for London.
Please also see my answer to your question 2022/0325.

Open Culture (3)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution regarding “Improving the relationship between drivers, managers, and traffic controllers”. Can you provide details on what TfL and the bus operators have done to implement this solution?

The Mayor: Please refer to my answer to your question 2022/0325.
Transport for London is delivering a number of projects through its bus Fatigue Management Programme to support an open culture, through improving the discussions and relationships between bus drivers and managers.

Drink Driving (4)

Elly Baker: Are you supportive of Government proposals in the Police, Crime, Sentencing and Courts Bill 2021 that will:
increase the maximum penalty for causing death by dangerous driving from 14 years’ imprisonment to life imprisonment;


increase the maximum penalty for causing death by careless driving when under the influence of drink or drugs from 14 years’ imprisonment to life imprisonment; and


create a new offence of causing serious injury by careless driving with a maximum penalty of 2 years’ imprisonment?

The Mayor: Every death or serious injury on our roads is devastating, bringing heartache and tragedy to all those involved. In my Vision Zero Action Plan, I committed to a bold target to eliminate all deaths and serious injuries from London's road network. I am more determined than ever to achieve Vision Zero by 2041.
The actions set out in my Vision Zero Plan were developed in partnership with a range of delivery partners, such as Transport for London and the Roads & Transport Policing Command, who are united in supporting the proposals to increase penalties for dangerous and careless driving. At present, the sanctions prescribed under the Road Traffic Offenders Act 1988 are inadequate for some offences. For this reason, my Vision Zero Plan proposes extending the range of prescribed sanctions for driving and cycling offences and encouraged stronger use of penalties, along with the creation of new offences, such as causing serious injury by careless driving. It also calls for higher sentences for offences resulting in harm to vulnerable road users.
Delivery partners are working closely with the Government to support development of the Department for Transport’s Road Safety Action Plan. Together we will identify which sanctions are most effective in reducing the number of deaths and serious injuries on London’s roads.

Mask Wearing as a Condition of Carriage

Len Duvall: Please remind us why TfL have not pursued prosecutions against those ignoring the use of masks as a condition of carriage given that the wearing of masks limits the spread and contagion of Covid.

The Mayor: Transport for London (TfL) can only prosecute someone for failing to wear a face covering where there are powers to do so. Under Conditions of Carriage, there are no powers to prosecute people for failing to wear a face covering, as this is a civil contractual matter between TfL and the customer.
It is for this reason that I pushed the Government to introduce (and then retain) the national regulations that mandated the wearing of face coverings on public transport. These national regulations give TfL and its policing partners the powers to issue Fixed Penalty Notices (FPNs) and/or prosecute people who fail to comply.
As of 26 January 2022, TfL has issued 4,365 FPNs to customers for failing to wear a face covering on TfL services or stations. Where people fail to pay the FPN within 28 days, TfL uses its powers under the regulations to prosecute them for the offence. Since the first set of regulations were introduced in June 2020, TfL has initiated prosecutions for 1,859 cases of people to failing to comply with the face covering regulations. As of 26 January 2022, 1,738 cases have been heard and all defendants have been found guilty.
Between 19 July 2021, when the first set of regulations ended, and 30 November 2021, when the Government’s ‘Plan B’ regulations came into effect, TfL had to rely on its Conditions of Carriage to enforce the requirement for face coverings. The ‘Plan B’ regulations ended on 26 January, meaning TfL is replying on Conditions of Carriage again. Under these, TfL has no powers to issue FPNs or prosecute people for non-compliance. The only option available to TfL under Conditions of Carriage is to prevent people from using the system or direct them to leave. As COVID-19 cases remain high, I continue to urge Londoners to do the right thing and wear a face covering to protect yourself and your fellow passengers.

L-plate holders operating commercially

Caroline Pidgeon: Do you believe that further restrictions should be placed on L-plate holders driving motorcycles and mopeds commercially in London?

The Mayor: I firmly believe that Compulsory Basic Training (CBT) in its current form is not fit for purpose and is not an appropriate level of qualification, particularly for those driving for work. That is why Transport for London (TfL) is working with Government to identify potential improvements to the CBT course.
TfL has no powers to regulate private companies. For example, TfL could not mandate that couriers are required to ride on a full licence, as licensing policy is set at a national level.
TfL is aware that training standards in the powered two-wheeler food delivery industry could be improved, which is why it is making ‘Beyond CBT’ training freely available to delivery riders and is engaging directly with delivery companies and the Health & Safety Executive on the issue.

Open Culture (5)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution regarding “The formation of a fatigue working group, including input from drivers”. Can you provide details on what TfL and the bus operators have done to implement this solution?

The Mayor: Transport for London established a Bus Fatigue Working Group with London’s bus operators in 2019 and it meets bi-monthly. The bus operators regularly hold their own internal fatigue working groups as well, which include bus drivers and Union officials to complement and feed into the main TfL working group.

1995 Travel Card Agreement

Caroline Pidgeon: Is the 1995 Travel Card Agreement between London Regional Transport (LRT) and the rail operators still applicable and what, if any, discussions have taken place between TfL and the rail operators regarding possible changes to that agreement? What would this mean for passengers?

The Mayor: The 1995 Travelcard Agreement and the Day Travelcard (Peak) Agreement were amended, restated and consolidated as the Amended and Restated Travelcard Agreement 2018. The Agreement contains provisions for withdrawing Travelcards or ceasing participation in the Agreement. No discussions have taken place between Transport for London (TfL) and rail operators. Withdrawing Travelcards would mean that TfL and rail operators would stop selling these tickets and would phase out acceptance of them on TfL services.
Passengers would instead have to use contactless or Oyster to pay as you go (PAYG) on TfL services. As you know, PAYG is valid on the same services as Travelcards meaning passengers would still be able to travel on all TfL services, as well as National Rail services. Today around 80 per cent of Tube fare payer journeys are on PAYG reflecting a move away from Travelcards.
No final decision has been made as to when TfL would withdraw from the agreement and no discussions have taken place between Transport for London (TfL) and rail operators about this.

TfL, Government and Service Reduction (1)

Len Duvall: Given the difference between yourself and Government regarding the fair treatment of TfL revenue lost during the current Covid emergency, can you highlight the key difference in service reduction required by Government?

The Mayor: Transport for London’s (TfL) 1June 2021 funding agreement with Government required it to review service levels in light of scenarios for future passenger demand. TfL submitted this review to Government in September 2021, along with an update in November 2021 assessing more recent demand trends. This review considered reductions in service levels of up to 18 per cent on buses and 9 per cent on London Underground, showing the severe and growing disbenefits that would occur to the economy and London residents at higher levels of service reductions.
An overall requirement from Government is for TfL to no longer require emergency financial support by April 2023. As TfL has set out in its submission to the Mayor’s Budget, this requirement in the absence of any further Government support would require TfL to make whatever financial savings are possible, and this would push it to consider the most extreme level of service reductions. TfL continues to make the case for an appropriate financial settlement to enable it to continue running the level of service required to support London’s economy and residents.

Face Coverings on Transport for London

Krupesh Hirani: In response to Question 2021/4678, you stated that, between 19 July 2021 and 11 November 2021, Transport for London (TfL) officers prevented 408 people boarding a service or entering a station, with 126 people directed to leave. What is the current estimated level of compliance rate of TfL customers wearing face coverings and how does this compare with compliance rate this time last month?

The Mayor: The most recent customer surveys on the transport network showed face covering compliance rates at 86 per cent for customers using a face covering for every journey. In December, customer surveys reported compliance at around 77 per cent.
Between Tuesday 30 November 2021 and Tuesday 25 January, TfL enforcement
officers:
FPNs are not issued on the spot. They are issued by TfL’s Prosecution Team once the evidence and personal information has been verified.
Whilst the Government’s ‘Plan B’ restrictions, which required a face covering to be worn on public transport unless a passenger was exempt, ended on 26 January, they remain mandatory on TfL’s services and stations as a Condition of Carriage.

Tube usage

Susan Hall: For each year 2015, 2016, 2017, 2018, 2019, 2020 and 2021 how many people used each tube line in London?

The Mayor: London Underground (LU) line usage is represented by the number of boarders for each line as shown in the appended table. The total for all lines is higher than the total number of LU passenger journeys, as recorded for example in the annual report and accounts, as some boarders use more than one line to make their journey.
The underlying methodology used has evolved over the years as Transport for London (TfL) has made changes including substituting more Oyster and contactless ticketing data for survey data, but the comparison is sufficiently close over the years requested. Data for 2021 is not available for all modes yet but will be available in spring 2022.
The Waterloo & City line was suspended for most of 2020 and a large proportion of 2021 due to the impact of the pandemic and need to prioritise Central line services, resulting in no passenger data being available for 2020.

The Mayor: 0211 ATTACHMENT (2).xlsx

Park Lane Cycle Lane (3)

Tony Devenish: When will Londoners have the opportunity to take part in a full consultation on whether or not the Park Lane Cycle Lane should be retained?

The Mayor: Since the Park Lane cycleway was introduced in May 2020, Transport for London has been actively engaging with the public to obtain their views on the temporary changes.
The scheme is currently being monitored to determine how it is performing against its objectives. Once this monitoring has completed, the data will be reviewed, and proposals made to either remove or retain the scheme (on a permanent or experimental basis). Any proposals on the future of the scheme will be subject to a public consultation. This is expected to be later in 2022.

Planning Permission for Hammersmith to Barnes Ferry Infrastructure

Nicholas Rogers: Further to my question 2021/3907, please confirm whether planning permission has been granted for ferry infrastructure by both the London Borough of Richmond upon Thames and the London Borough of Hammersmith and Fulham.

The Mayor: On 25 November 2021, the Government-led Hammersmith Bridge Taskforce confirmed that a ferry would not be required during the planned bridge works. Planning permission is therefore no longer being sought for ferry infrastructure.